Metro Gold Line Foothill Extension Construction Authority

REQUEST FOR PROPOSALS (RFP) C1144 INTERMODAL PARKING FACILITIES DESIGN SERVICES

APPENDIX 3

Metro Gold Line Foothill Extension Bus Interface Plan – DRAFT

Chapter 1

March 2011 TABLE OF CONTENTS INTRODUCTION | REPORT OVERVIEW...... 1 CHAPTER 2 | PROPOSED BUS ROUTE MODIFICATIONS...... 17 • Introduction...... 1 • Introduction...... 17 –– Project Background...... 1 • Proposed Bus Route Modifications...... 17 * Figure I-1: Plan Development Process...... 1 * Table 2-1: Phase 2A Bus Service Frequency by Station 2 ...... 17 –– Organization of Report...... 1 • Arcadia Station...... 18 * Figure 2-1: Proposed Bus Routing at Arcadia Station...... 19 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES...... 3 • Monrovia Station...... 20 • Study Approach...... 3 * Figure 2-2: Proposed Bus Routing at Monrovia Station...... 21 • Land Use and Demographics...... 3 • Duarte Station...... 22 * Figure 1-1: Population and Employment Densities Along the Alignment of the Gold Line Extension – Phase 2A – * Figure 2-3: Proposed Bus Routing at Duarte Station...... 23 From East Pasadena To Azusa...... 3 • Irwindale Station...... 24 * Table 1-1: Population and Employment Figures Around the Phase 2A Alignment...... 3 * Figure 2-4: Proposed Bus Routing at Irwindale Station...... 25 –– East Pasadena - Sierra Madre Villa Station...... 4 • Azusa-Alameda Station...... 26 * Figure 1-2: Aerial Image and Existing Land Uses Around Sierra Madre Villa Station...... 4 * Figure 2-5: Proposed Bus Routing at Azusa-Alameda Station...... 27 –– Arcadia Station...... 4 • Azusa-Citrus Station...... 28 * Figure 1-3: Aerial Image and Existing Land Uses Around Arcadia Station...... 4 * Figure 2-6: Proposed Bus Routing at Azusa-Citrus Station...... 29 –– Monrovia...... 5 * Figure 1-4: Aerial Image and Existing Land Uses Around Monrovia Station...... 5 CHAPTER 3 | PROPOSED BUS/RAIL INTERFACE FACILITY IMPROVEMENTS...... 31 –– Duarte ...... 5 • Introduction...... 31 * Figure 1-5: Aerial Image and Existing Land Uses Around Duarte Station...... 5 –– Bus Stop Location and Design Criteria and Prototypes ...... 31 –– Irwindale...... 6 * Table 3-1: Bus Stop Spacing Guidelines...... 31 * Figure 1-6: Aerial Image and Existing Land Uses Around Irwindale Station ...... 6 * Table 3-2: Bus Stop Bay Size Recommendations...... 32 –– Azusa-Alameda...... 6 * Table 3-3: Bus Stop Bay Needs by Station (Gold Line Opening Year)...... 32 * Figure 1-7: Aerial Image and Existing Land Uses Around Azusa-Alameda Station...... 6 * Table 3-4: Bus Stop Bay Needs by Station (Buildout Year) ...... 32 –– Azusa-Citrus...... 7 * Figure 3-1: Typical Bus Stop Design...... 34 * Figure 1-8: Aerial Image and Existing Land Uses Around Azusa-Citrus Station...... 7 * Figure 3-2: Typical Near-Side Bus Stop...... 35 • Existing Local Bus Services...... 8 * Figure 3-3: Typical Far-Side Bus Stop...... 36 * Figure 1-9: Bus Services in the Vicinity of Proposed Gold Line Phase 2A Foothill Extension Stations...... 8-9. * Figure 3-4: Typical Mid-Block Bus Stop...... 37 –– Existing Local Bus Services Near Stations ...... 10 * Figure 3-5: Typical MidBlock Turnout Bus Stop...... 38 * Table 1-2: Summary of Existing Bus Service near Proposed Gold Line Stations...... 10 * Figure 3-6: Bus Shelter Design Examples ...... 39 –– Existing Local Bus Transit Ridership...... 11 * Figure 3-7: Examples of Innovative Prototypes...... 40 * Table 1-3: Average Daily Ridership – Weekly...... 11 * Figure 3-8: Sustainability Considerations...... 41 * Table 1-4: Average Daily Ridership – Saturday...... 11 • Proposed Bus/Rail Interface Facility Improvements ...... 42 –– Daily Operating Statistics ...... 12 * Table 3-5: Arcadia Station Bus Stop Improvements...... 42 * Table 1-5: Daily Operating Summary...... 12 * Figure 3-9: Arcadia Station—Existing and Proposed Bus Interface...... 43 –– Summary Report by Service Type...... 12 * Figure 3-10: Arcadia Station—Bus Improvement Plan...... 44 * Table 1-6: Summary by Service...... 12 * Figure 3-11: Arcadia Station—Artist Rendering...... 45 • Future Changes to Bus Services...... 13 * Table 3-6: Monrovia Station Bus Stop Improvements...... 46 –– Los Angeles County Metropolitan Transportation Authority...... 13 * Figure 3-12: Monrovia Station—Existing and Proposed Bus Interface...... 47 –– Foothill Transit...... 13 * Figure 3-13: Monrovia Station—Initial Bus Improvement Plan...... 48 • Local and Paratransit Bus Operations...... 13 * Figure 3-14: Monrovia Station—Future Bus Improvement Plan...... 49 * Table 1-7: Local and Paratransit Services in the Cities Serviced by the Gold Line Foothill Phase 2A Extension ...... 13 * Figure 3-15: Monrovia Station—Artist Rendering...... 50 –– City of Pasadena Local Service and Paratransit Operations...... 14 * Table 3-7: Duarte Station Bus Stop Improvements...... 51 –– City of Arcadia Local Service and Paratransit Operations...... 14 * Figure 3-16: Duarte Station—Existing and Proposed Bus Interface ...... 52 –– City of Monrovia Local Service and Paratransit Operations...... 14 * Figure 3-17: Duarte Station—Bus Improvement Plan ...... 53 –– City of Duarte Local Service and Paratransit Operations...... 14 * Figure 3-18: Duarte Station—Artist Rendering...... 54 –– City of Azusa Local Service and Paratransit Operations...... 14 * Table 3-8: Irwindale Station Bus Stop Improvements...... 55 –– Access Services...... 14 * Figure 3-19: Irwindale Station—Existing and Proposed Bus Interface...... 56 • Discussions with Bus Operators...... 15 * Figure 3-20: Irwindale Station—Bus Improvement Plan...... 57 –– Los Angeles County Metropolitan Transportation Authority...... 15 * Figure 3-21: Irwindale Station—Artist Rendering...... 58 –– Foothill Transit...... 15 * Table 3-9: Azusa-Alameda Station Bus Stop Improvements...... 59 • Rider Survey...... 16 * Figure 3-22: Azusa-Alameda Station—Existing and Proposed Bus Interface...... 60 • Route Performance Analysis ...... 16 * Figure 3-23: Azusa-Alameda Station—Initial Bus Improvement Plan...... 61

Foothill Extension Bus Interface Plan TABLE OF CONTENTS | PROPOSED BUS ROUTE MODIFICATIONS

* Figure 3-24: Azusa-Alameda Station—Future Bus Improvement Plan...... 62 * Figure 3-25: Azusa-Alameda Station—Artist Rendering...... 63 * Table 3-10: Azusa-Citrus Station Bus Stop Improvements...... 64 * Figure 3-26: Azusa-Citrus Station—Existing and Proposed Bus Interface...... 65 * Figure 3-27: Azusa-Citrus Station—Initial Bus Improvement Plan...... 66 * Figure 3-28: Azusa-Citrus Station—Future Bus Improvement Plan...... 67 * Figure 3-29: Azusa-Citrus Station—Artist Rendering...... 68 • Bus Facility Improvement Costs...... 69 * Table 3-11: Foothill Extension Phase 2A Bus Interface Project —Order of Magnitude Costs for Bus Stops...... 70 CHAPTER 4 | PEDESTRIAN AND BICYCLE ACCESS...... 71 • Introduction...... 71 • Destinations Along the Gold Line Foothill Extension...... 71 * Figure 4-1: Major Destinations in Proximity to Stations—Phase 2A Corridor...... 72 • Bicycle Facilities Along the Gold Line Foothill Extension...... 73 * Figure 4-2: Existing and Planned Bicycle Facilities—Phase 2A Corridor...... 74 * Figure 4-3: Arcadia Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 75 * Figure 4-4: Monrovia Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 76 * Figure 4-5: Duarte Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 77 * Figure 4-6: Irwindale Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 78 * Figure 4-7: Azusa-Alameda Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 79 * Figure 4-8: Azusa-Citrus Station—Destinations, Expected Major Pedestrian and Bicycle Routes...... 80 • Potential Pedestrian Improvements Summary...... 81 * Figure 4-9: Pedestrian Improvements—Types of Potential Station Area Improvements - Safety-Driven Improvements...... 82 * Figure 4-10: Pedestrian Improvements—Types of Potential Station Area Improvements - Place-Making Improvements...... 83 • Station Area Specific Pedestrian Improvements...... 84 –– How to Use These Maps...... 84 * Figure 4-11: Arcadia Station Area—Potential Pedestrian Improvements - Key Map...... 84 * Table 4-1: Arcadia Station Area—Potential Pedestrian Improvements...... 85 * Figure 4-12: Monrovia Station Area—Potential Pedestrian Improvements - Key Map...... 86 * Table 4-2: Monrovia Station Area—Potential Pedestrian Improvements...... 87 * Figure 4-13: Duarte Station Area—Potential Pedestrian Improvements - Key Map...... 88 * Table 4-3: Duarte Station Area—Potential Pedestrian Improvements...... 89 * Figure 4-14: Irwindale Station Area—Potential Pedestrian Improvements - Key Map...... 90 * Table 4-4: Irwindale Station Area—Potential Pedestrian Improvements...... 91 * Figure 4-15: Azusa-Alameda Station Area—Potential Pedestrian Improvements - Key Map ...... 92 * Table 4-5: Azusa-Alameda Station Area—Potential Pedestrian Improvements...... 93 * Figure 4-16: Azusa-Citrus Station Area—Potential Pedestrian Improvements - Key Map...... 94 * Table 4-6: Azusa-Citrus Station Area—Potential Pedestrian Improvements...... 95 • Bicycle Improvement Summary...... 96 –– Regional Bicycle Improvements...... 96 –– Potential East-West Connector Bicycle Facility Concept...... 96 –– General Bicycle Improvements...... 96 * Figure 4-17: Existing, Planned and Potential Suggested Bicycle Facilities...... 97 * Figure 4-18: Examples of Potential Bicycle Facility Improvements...... 98 * Figure 4-19: Examples of Potential Bicycle Facility Improvements— Identity, Visibility and Wayfinding...... 99 • Station Area Specific Bicycle Improvments...... 100 * Figure 4-20: Arcadia Station Area—Potential Bicycle Improvements ...... 100 * Figure 4-21: Monrovia Station Area—Potential Bicycle Improvements ...... 101 * Figure 4-22: Duarte Area—Potential Bicycle Improvements...... 102 * Figure 4-23: Irwindale Station Area—Potential Bicycle Improvements...... 103 * Figure 4-24: Azusa-Alameda Station Area—Potential Bicycle Improvements ...... 104 * Figure 4-25: Azusa-Citrus Station Area—Potential Bicycle Improvements ...... 105

Foothill Extension Bus Interface Plan CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

An important element in the implementation of the Foothill Extension Pasadena to Azusa Project is ensuring that and employment figures in a one and a half-mile area of influence around the alignment. The area of influence is divided stations are accessible for riders regardless of access mode. The purpose of reviewing and analyzing bus services in the in three half-mile intervals for better representation. project corridor is to identify the needs and issues, and to recommend new services or modifications to existing routes (alignment or operational characteristics) in order to integrate the bus and light rail transit systems. The objective is to The Azusa-Citrus and Irwindale stations are among the stations with the lowest population densities in a one-half mile create a coordinated and seamless interface between nearby bus services and the extended Gold Line. area of influence. The Irwindale Station is located within an industrial/employment area, while Azusa-Citrus Station is adjacent to the Citrus Community College and a large vacant planned development area. The stations with the highest This chapter contains an overview of the existing bus services that travel near the proposed Metro Gold Line Foothill population densities are Azusa-Alameda, Monrovia and Duarte. Existing employment densities are highest around the Extension Pasadena to Azusa Project light rail stations. It is organized in three parts: Sierra Madre Villa and Arcadia stations. Existing conditions for land use and demographics at each station are further detailed on the following pages. 1. Study Area Conditions 2. Discussions with Bus Operators 3. Rider Survey FIGURE 1-1 POPULATION AND EMPLOYMENT DENSITIES ALONG THE ALIGNMENT OF THE GOLD LINE FOOTHILL EXTENSION –FROM PASADENA TO AZUSA Legend

! Gold Line Station

STUDY APPROACH Gold Line Extension SIERRA MADRE VILLA Half-mile Area of Influence ARCADIA Legend The review and analysis of existing bus services began with meetings with the city, local and regional bus operators AZUSA One-mile Area of Influence Pasadena to Azusa AZUSA CITRUS ALAMEDA ! GoldOne andLine a Station Half-mile Area of Influence MONROVIA that offer service near the proposed Foothill Extension Pasadena to Azusa Project. The objectives of these meetings is to DUARTE Year 2010 Estimated Population Density (pop./sq mi) Gold Line Extension SIERRA MADRE VILLA up to 2,500 Half-mile Area of Influence understand the accessibility challenges faced around the planned stations, as well as to request information for the routes ARCADIA 2,500 to 5,000 IRWINDALE AZUSA One-mile Area of Influence 5,000 to 7,500 AZUSA CITRUS ALAMEDA One and a Half-mile Area of Influence 7,500 to 10,000 operating within the area being analyzed, such as existing alignment, bus stop location, operational characteristics, and MONROVIA DUARTE Year 2010 Estimated Population Density (pop./sq mi) 10,000 to 15,000 up to 2,500 other relevant information. 15,000 to 50,000 2,500 to 5,000 IRWINDALE above 50,000 5,000 to 7,500 This section defines the existing conditions within a one-half-mile radius around the light rail stations proposed in this 7,500 to 10,000 10,000 to 15,000 segment of the Metro Gold Line Foothill Extension. Existing conditions have been compiled for the following elements: 15,000 to 50,000 above 50,000 • Land use characteristics and demographics • Existing local bus services Pasadena to Azusa Legend • Existing local bus ridership ! Gold Line Station SIERRA MADRE VILLA Gold Line Extension • Expected future changes to bus services ARCADIA AZUSA Half-mile Area of Influence AZUSA Legend CITRUS One-mile Area of Influence ALAMEDA MONROVIA DUARTE One and a Half-mile Area of Influence • Local and paratransit bus operations ! Gold Line Station SIERRA MADRE VILLA Year 2010 Estimated Employment Density (jobs/sq mi) Goldup to Line2,500 Extension ARCADIA IRWINDALE AZUSA Half-mile2,500 to 5,000 Area of Influence AZUSA CITRUS One-mile5,000 to 7,500 Area of Influence ALAMEDA LAND USE AND DEMOGRAPHICS MONROVIA DUARTE One7,500 and to 10,000a Half-mile Area of Influence Year 201010,000 Estimated to 15,000 Employment Density (jobs/sq mi) up15,000 to 2,500 to 50,000 The land use and demographic data is presented along the proposed alignment for the Metro Gold Line Foothill IRWINDALE 2,500above to50,000 5,000 5,000 to 7,500 Extension Pasadena to Azusa Project and around each of the six proposed stations. Land use data is based on information 7,500 to 10,000 10,000 to 15,000 contained in City General Plans and aerial images. Demographic data published by the Southern California Association 15,000 to 50,000 of Governments (SCAG) for the 2008 Regional Transportation Plan (RTP) is used to discuss demographic trends along the TABLE 1-1 POPULATION AND EMPLOYMENT FIGURES AROUND THE PASADENA TO AZUSAabove EXTENSION 50,000 alignment of the proposed extension, both for the existing condition and the future. Totals for socioeconomic variables such as population and employment refer to a one-half-mile area around each station. Area of Influence 2010 (miles) Population Employment Figure 1-1 illustrates the estimated 2010 population and employment densities along the proposed alignment of the Gold Line Extension. For analysis purposes, the population and employment densities around the proposed stations are 0 to 0.5 63,395 43,850 compared to an average regional density value, where the region is defined as the San Gabriel Valley. 0.5 to 1.0 71,630 36,070 As can be observed in Figure 1-1, population and employment densities around the proposed stations vary significantly, 1.0 to 1.5 76,645 25,805 usually decreasing with the distance from the alignment of the extension. Table 1-1 contains the estimated population Total 211,670 105,725

Foothill Extension Bus Interface Plan Alignment Overview, Land Use and Demographics

3 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

EAST PASADENA - SIERRA MADRE VILLA STATION ARCADIA STATION Sierra Madre Villa Station is the current terminus of the first phase of Metro Gold Line service. The station is located in the City The location proposed for the Arcadia Station is northwest of the intersection of Santa Clara Street and 1st Avenue. The of Pasadena, south of Foothill Boulevard, between Sierra Madre Villa Avenue and N. Halstead Street. This station serves as an station is adjacent to commercial and industrial land uses, which can be identified in Figure 1-3. Other land uses such as intermodal transportation hub connecting local and regional transit services, provided by Metro, Foothill Transit, Pasadena single family and multiple family residences are among the most common uses within one-half-mile of the station, and community buses (ARTS and dial-a-ride), local City shuttle services (Sierra Madre, Arcadia), and also provides service for can also be seen in Figure 1-3. commuters that reach the Sierra Madre Villa Station by car and park in the structure adjacent to the station. Arcadia Station is located in a medium-low population density area, but employment densities around the station are The current land uses surrounding the Sierra Madre Villa Station are commercial, industrial and low density residential. high when compared to the average values for the region. The total population in a one-half mile distance of the station is Figure 1-2 illustrates the location of the station and the existing land uses around the Sierra Madre Villa Station. about 4,300 persons. Around 5,900 jobs are located in the same area. The station is located in an area that has low population density when compared to the average subregional population The proposed location of the Arcadia Station is compatible with the City’s General Plan, and is located within Arcadia’s density. The total population estimated to live in a one-half mile distance of the station is approximately 3,600 persons. Central Redevelopment Project Area. In the area around the station, the City’s General Plan proposes to reduce the areas Employment density around the station area is above the average for the region, with about 3,200 jobs estimated to be designated for commercial and industrial uses only, introducing mixed-uses and allowing denser occupancies of multiple located in one-half mile of the station. family residences. The Sierra Madre Villa Station falls within the boundaries of the East Pasadena Specific Plan, which recommends changing the existing land use zoning to provide more commercial and residential use in the area around the station, in order to take advantage of the transit access provided. FIGURE 1-3 AERIAL IMAGE AND EXISTING LAND USES AROUND ARCADIA STATION

FIGURE 1-2 AERIAL IMAGE AND EXISTING LAND USES AROUND SIERRA MADRE VILLA STATION

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LEGEND Public Facilities/Institutions Gold Line Station ! Utilities Selected_streets Industrial Gold Line Extension Park Residential Low Agricultural Residential Medium Vacant Commercial

Alignment Overview: Foothill Extension Bus Interface Plan Sierra Madre Villa and Arcadia Stations Existing Land Uses

4 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

MONROVIA DUARTE The proposed Gold Line station in the City of Monrovia is adjacent to the City’s Historic Santa Fe Depot, north of West The Duarte Station site is located north of Duarte Road, between East Circle Drive and Highland Avenue. Figure 1-5 Duarte Road and west of Myrtle Avenue. The most common land uses south of the station are industrial and residential illustrates the general location of the station and the existing land uses surrounding it. can be observed in Figure 1-4. The land uses north of the rail tracks are mainly industrial from the tracks to the Foothill Freeway (I-210), with a predominance of residential and commercial uses north of I-210. A large portion of the area surrounding the Duarte Station is dedicated to public facilities, with the City of Hope National Medical Center located immediately south west of the station site. Employment and population densities around the A large number of parcels designated as residential surrounding the station area are zoned as low density. There are some station are lower than the average regional densities, with a total estimated population of less than 2,300. There are about medium-high residential uses, and the resulting mix is a population density similar to the average subregional population 5,600 jobs within a half-mile of Duarte Station. density. The estimated population within a half-mile from the station is close to 6,600 persons. The estimated number of jobs within a half-mile of the station is around 3,100. The City of Duarte General Plan contains reference to fifteen approved specific plans, of which three are partially or fully contained in the half-mile area of influence around the station. These specific plans are for areas located north of the The City of Monrovia has plans to develop the area immediately adjacent to the station. One area of particular relevance is Foothill Freeway. The planned uses are medium density residential (single family units and assisted/independent living the area bounded by the I-210 Foothill Freeway to the north, Duarte Road to the south, Magnolia Avenue to the west and for seniors) and neighborhood commercial. The Duarte Gold Line Station is the subject of a separate Specific Plan which Shamrock Avenue to the east. This proposed redevelopment project, the Station Square Transit Village, is an eighty-acre proposes mixed-use transit oriented development around the station. site that would replace current industrial use with residential, commercial (retail and office), public open space and hotel rooms.

FIGURE 1-4 AERIAL IMAGE AND EXISTING LAND USES AROUND MONROVIA STATION FIGURE 1-5 AERIAL IMAGE AND EXISTING LAND USES AROUND DUARTE STATION

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LEGEND Residential Low Industrial Open Space Recreation LEGEND Mining Residential Medium/High Transportation Utilities Vacant ! Gold Line Station Commercial Water and Floodways City Boundary Industrial Gold Line Extension Extraction Public Facilities/Institution Gold Line Extension Public Facilities ! Single Family Park Gold Line Station Multiple Family Open Space Commercial Vacant

Foothill Extension Bus Interface Plan Alignment Overview: Monrovia and Duarte Stations Existing Land Uses

5 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

IRWINDALE AZUSA - ALAMEDA The Irwindale Station is located in the City of Irwindale, close to the city’s boundary with Azusa. The station site is The Azusa-Alameda Station is located off of Alameda Avenue, between East Santa Fe Avenue and East 9th Street, in positioned just east of Irwindale Avenue and south of the I-210 Foothill Freeway, in an area of industrial land use. Access Azusa’s Historic Downtown District. The proposed station site is adjacent to the historic Azusa Santa Fe Railroad Depot to the station is provided by Avenida Padilla. Figure 1-6 illustrates the general location of the station and the land uses and near to the Azusa City Hall and Library. Land uses near the station include commercial, residential, and governmental. within the area of influence. Land uses within a half-mile of the station area are very diverse, as can be seen in Figure 1-7. Employment densities around the station are considered to be low when compared to average subregional densities, Employment and population densities around the station are similar to the average for the subregion, with a total with an estimated total of about 2,100 jobs within a half-mile of the Irwindale Station. Population densities are estimated population of 8,000 persons and 4,300 jobs within a half-mile from the station. significantly lower than the population density for the region, with an estimate of less than 100 people living within a half-mile from the station. The City of Azusa General Plan identifies the area surrounding the proposed station as a transit oriented district, and has plans to promote higher densities for residential uses, as well as the introduction of residential and commercial mixed Irwindale’s General Plan contains the allows for land use changes in the area of influence of the station. These changes uses in the stations area of influence. The station is also located within the boundaries of the Azusa Central Business includeAERIAL the substitution of industrial land uses north of the I-210EXISTING Foothill Freeway LAND USE by commercial and mixed uses. The District Redevelopment Project and is surrounded by projects such as: Downtown North, Azusa Village Center (Block 36), proposed station is also located within the boundaries of the City of Irwindale Redevelopment Project Area and affordable senior housing and a library. The City Hall/Library complex is also schedule for modifications.

FIGURE 1-6 AERIAL IMAGE AND EXISTING LAND USES AROUND IRWINDALE STATION FIGURE 1-7 AERIAL IMAGE AND EXISTING LAND USES AROUND AZUSA-ALAMEDA STATION V

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LEGEND LEGEND ! City Boundary Industrial Very Low Density Office Warehouse/Storage Governmental Gold Line Station Low Density Residential Heavy Industrial Low Density Services Light Manufacturing Railroad Gold Line Extension Commercial Open Space Low Medium Density Food Services Preschool/Daycare Utilities/Flood Control Mining Vacant Medium Density Automobile Services School Park Business Park High Density Motel/Hotel College Golf Course Mobile Home Club/Hall Church/Temple Natural Open Space Retail Multi-Tenant Building Parking Lots Vacant Gold Line Extension ! Gold Line Station

Roadway

Alignment Overview: Foothill Extension Bus Interface Plan Irwindale and Azusa-Alameda Stations Existing Land Uses

6 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

AZUSA - CITRUS The Azusa-Citrus Station is located north of Foothill Boulevard, between Palm Drive and Citrus Avenue. Most of the area of influence located north of the rail tracks has been claims for a major redevelopment project (Rosedale Master Planned Communities). The area to the south is consists mostly of residential and educational uses, as can be seen in Figure 1-8. Major land uses in the station area include Citrus College, Azusa Pacific University to the southeast, with other portions of Azusa Pacific University to the southwest. While residential population densities are relatively high to the southwest of the station, due to the vacant lands to the north and campuses to the southwest, population densities around the station are low compared to the regional density, with a total estimated population of about 4,600. Employment densities are similar to the average estimated for the subregion. Around 2,500 jobs are located within a half-mile of the Azusa-Citrus Station, primarily at the two campuses. The City of Azusa General Plan proposes densification of residential land use within the Rosedale Master Planned Community, a 518-acre development that would introduce new homes, a community center and small scale commercial uses north of the station. This is a significant development that would be directly served by the station.

FIGURE 1-8 AERIAL IMAGE AND EXISTING LAND USES AROUND AZUSA-CITRUS STATION

IS LEADORA AV

A B MILTON DR

10TH ST

NEWHILL ST FOOTHILL BLVD

8TH ST E

C PALM DR PALM

T R FOOTHILL BLVD

V LIME ST

S S

U O 6TH S

T T

C R UNIVERSITY AV

C E AV E 5TH ST

ALOSTA AV ROCKVAL

LEGEND Medium Density Club/Hall Utilities/Flood Control ! Gold Line Station High Density Multi-Tenant Building Agricultural / Nursery Mobile Home School Park Gold Line Extension Retail College Vacant Very Low Density Office Church / Temple Low Density Food Services Parking Lots Low Medium Density Motel/Hotel Railroad

Foothill Extension Bus Interface Plan Alignment Overview: Azusa-Citrus Station Existing Land Uses

7 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

EXISTING LOCAL BUS SERVICES

Existing local fixed route bus services around the planned stations are reviewed in this subsection. Existing local bus lines in the vicinity of each proposed station of the Gold Line Foothill Extension from Pasadena to Azusa are presented in Figure 1-9. Operational characteristics of local bus services are analyzed for the lines operated by the two primary bus operators in the corridors Metro and Foothill Transit.

FIGURE 1-9 BUS SERVICES IN THE VICINITY OF PROPOSED GOLD LINE FOOTHILL EXTENSION STATIONS – PASADENA TO AZUSA Sierra Madre Villa Station Monrovia Station Pasadena Azusa Monrovia Glendora Arcadia Azusa - Alameda Station Duarte Station Station Glendora San Dimas Station Azusa - Citrus Arcadia Duarte Station Station Irwindale La Verne Claremont Station 210 210 Irwindale San Dimas Station

F 187 W Huntington Dr M 270 La Verne E Colorado Blvd Duarte Blue Line 605 E Huntington Dr F 187 Station Claremont N 2nd Ave

N 1st Ave F 690

M 79 Duarte Commuter Line Mountain Ave Station S Myrtle Ave S California Ave Arcadia Station F 690 E Santa Clara St Duarte Green Line E Pomona Ave F 690 Monrovia

F 494 Business Center Drive

Highland Ave Montclair Station Duarte Buena Vista St Station Pomona Santa Anita N 5th Ave M 264 E Duarte Rd M 264 Duarte Rd Station F 272 Station E Huntington Dr F 187 57 M 487 M Montclair 10 Arcadia Monrovia Duarte California St Pomona Alignment Overview: Foothill Extension Bus Interface Plan Arcadia, Monrovia and Duarte Stations Bus Services

60 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

F 851 Station

E 11th St 605 La Verne F 187 F 494 W Foothill Blvd W Bennett Ave Station Claremont

F 280 N San Gabriel Ave Azusa-Citrus F 690 Station Station E 9th St

F 488 W Foothill Blvd F 281 F 498 Azusa-Alameda Irwindale Station Station Montclair

F 185 N Citrus Ave

F185 Pomona F 494 E Foothill Blvd F 494 S Grand Ave F 187 F 187 Station 57 Station N Barranca Ave

F 281

E Alosta Ave N Citrus Ave N Irwindale Ave N Alameda Ave N Azusa Ave W 5th St Montclair 10F 187 Alosta Ave Irwindale E 1st St Azusa-Alameda Azusa-Citrus Pomona

Foothill Extension Bus Interface Plan Alignment Overview: Irwindale, Azusa-Alameda, and Azusa-Citrus Stations Existing Bus Services

60 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

EXISTING LOCAL BUS SERVICES NEAR STATIONS The existing bus lines identified in Figure 1-9 are characterized in terms of service availability to transit users. This availability is indicated by line headway, which is the amount of time between two consecutive departures of a transit line. As one transit service may pass close to more than one station, service statistics are presented by service provider and line. Table 1-2 summaries bus service in the vicinity of the proposed Gold Line stations. TABLE 1-2 SUMMARY OF EXISTING BUS SERVICE NEAR PROPOSED GOLD LINE STATIONS Headway Stations Served Sierra Line Azusa Azusa Operator Description Weekday Saturday Sunday Madre Arcadia Monrovia Duarte Irwindale No. Alameda Citrus Villa average 20-30 min in peak directions/hours, 79 Arcadia - Los Angeles via Huntington Dr & Las Tunas Dr average 40-60 min all day** average 35-60 min all day** average 40 min otherwise ● La Cañada - Sierra Madre Villa Gold Line Station via average 20 min in peak directions/hours, 177 No service No service I-210 & California Blvd & Walnut St 60 min otherwise ● Pasadena – Hollywood via Colorado Blvd and Hollywood average 30 min (5:45 am - 8:00 pm) average 30 min (9:45 am - 5:00 pm) average 30 min (11:30 am - 7:15 pm) 181 Blvd ***service to Sierra Madre Villa Gold Line Station 60 min (before 5:45 am and after 8:00 pm) 60 min (before 9:45 am and after 5:00 pm) 60 min (before 11:30 am) 40 min (after 7:15 pm) ● 264 Altadena - Duarte | Altadena - El Monte average 60 min all day** average 60 min all day** average 60 min all day** ● ● ● average 20-40 min in peak directions/hours, average average 40 min (7:30 am - 7:15 pm) average 40 min (6:30 am - 4:00 pm Metro 266 Lakewood - Pasadena via Rosemead & Lakewood Blvds 40-45 minutes otherwise, 60 min (after 8:30 pm) 30 min (before 7:30 am) 60 min (after 7:15 pm) 50 min (before 6:30 am) 40-60 min (after 4:00 pm) ● La Cañada Flintridge - El Monte via Baldwin Ave & average 30 min in peak directions/hours, 268 Washington Blvd ***service close to Sierra Madre Villa average 50 min all day** average 50 min all day** 60 min otherwise ● Gold Line Station average 40-60 min in peak directions/hours, 270 Norwalk - Monrovia via Workman Mill Rd & Peck Rd average 60 min all day** No service 60 min otherwise ● average 20-30 min in peak directions/hours, 487 El Monte - Downtown LA | Temple City - Downtown LA 60 min all day** 60 min all day** 25-45 min otherwise ● ● 185 Azusa - West Covina - Hacienda Hts. via Irwindale average 30 min all day** 30 min all day** 30 min all day** ● ● 187 Montclair - Claremont - Glendora - Pasadena average 20 min all day** 30 min all day** 30 min all day** ● ● ● ● ● ● ● average 30 min in peak directions/hours, 272 Duarte - Baldwin Park - West Covina 60 min all day** 60 min all day** 60 min otherwise ● 280 Azusa - Puente Hills Mall via Azusa Ave average 20 min all day** 30 min all day** 30 min all day** ● 281 Glendora - West Covina - Puente Hills Mall average 30 min all day** average 60 min all day** average 60 min all day** Foothill ● ● average 30 min (4:00 am - 8:15 am/2:30 pm - 6:45 pm) Transit 488 Glendora - West Covina - El Monte 60 min all day** 60 min all day** average 60 min other periods 492 Montclair - Arcadia - El Monte via Arrow Hwy average 30 min (all day**) 30 min all day** 30 min all day** 30 min am peak direction/hours, 494 San Dimas - Glendora - El Monte No service No service average 20 min pm peak direction/hours ● ● ● ● 498 Citrus College - Downtown Los Angeles Express Service average 10-30 min peak periods/directions only No service No service ● 690 Montclair - Pasadena via 210 Freeway Corridor average 10-30 min peak periods/directions only No service No service ● ● ● ● ● average 30 min in peak directions/hours, 31 Northwest Pasadena/Sierra Madre Villa Station 60 min all day** No service 60 min otherwise ● average 30 min in peak directions/hours, 32 Northwest Pasadena/Sierra Madre Villa Station 60 min all day** No service Pasadena 60 min otherwise ● ARTS 20 min (6:00 am - 8:15 am) 30 min (8:15 am - 3:30 pm 40 Sierra Madre Villa Station - Old Pasadena 30 min all day** No service /6:00 pm - 7:30 pm) 15/30 min (3:30 pm - 6:00 pm) ● 60 Pasadena City College - Hastings Ranch 35 min all day** No service No service ● Notes: *Service hours rounded to the closest 15 minutes ** Hours of operation vary by line Sources: Metro Service, internet - November 2010 Pasadena ARTS Service, internet - November 2010 Foothill Transit Service, internet – November 2010

Summary of Bus Services Near Stations Foothill Extension Bus Interface Plan

10 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

Operational data for the existing local Metro and Foothill Transit bus services around the planned stations are discussed TABLE 1-4 AVERAGE DAILY RIDERSHIP – SATURDAY below. Detail of available data may vary by line due to type of operation (contracted or not). Ridership Summary (Average Saturday Boardings)

Stops Located Half-Mile Around Stations EXISTING LOCAL BUS TRANSIT RIDERSHIP Total Along Sierra Madre Azusa Azusa Operator Line No. Alignment Arcadia Monrovia Duarte Irwindale Transit ridership for existing local fixed route bus services around the Gold Line Phase 2A stations are presented in Table Villa Alameda Citrus 1-3. Detail of available data on ridership may vary by line due to operator and type of operation (contracted or not). 79 n/a x As reflected in Table 1-3 weekday boardings on the selected bus routes around each of the proposed Gold Line Phase 177 No Service 2A stations ranges from 3% to 7% of the route’s total boardings. An exception occurs for Metro Lines 177 and 264, where 181 n/a x 264 480 95 30 55 boardings within half a mile of some of the proposed stations account for 11% to 22% of the route’s boardings. Saturday Metro and Sunday boardings Table 1-4 around the proposed stations follow a similar trend to the one observed on the weekday 266 3,375 165 boardings. Metro Route 264 has the highest percentage (20%), with boarding rates varying from 2% to 7% at most stations. 268 1,240 40 270 980 65 TABLE 1-3 AVERAGE DAILY RIDERSHIP – WEEKDAY 487* 1,160 60 100 185 1,185 x x Ridership Summary (Average Weekday Boardings) 187 3,120 x x x x x x x Stops Located Half-Mile Around Stations 272 225 x Total Along Sierra Madre Azusa Azusa 280 2,040 x Operator Line No. Alignment Arcadia Monrovia Duarte Irwindale Villa Alameda Citrus Foothill 281 785 x x 79 4,200 295 Transit 488 855 177 415 45 492 1,865 181 n/a x 494 No Service 264 685 155 40 40 498 No Service Metro 266 4,475 205 690 No Service 268 2,125 45 Sources: Metro, Foothill Transit, data processed by IBI Group 270 2,455 80 Note: Stop ridership data from Foothill Transit is not disaggregated by line and cannot be presented in this table, ridership rounded to 487* 3,965 135 155 closest 5. 185 1,940 x x * Metro Line 487 together with line 489` 187 6,055 150 215 0 0 10 195 60 272 415 x 280 3,405 x

Foothill 281 2,055 x x Transit 488 1,575 492 1,995 494 135 x x x x 498 865 x 690 275 x x x x x Sources: Metro, Foothill Transit, data processed by IBI Group Note: Stop ridership data from Foothill Transit is not disaggregated by line and cannot be presented in this table, ridership rounded to closest 5. * Metro Line 487 together with line 489

Foothill Extension Bus Interface Plan Existing Bus Ridership

11 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

DAILY OPERATING STATISTICS SUMMARY REPORT BY SERVICE TYPE Daily ridership and service data are presented in Table 1-5 for each route servicing the area surrounding the proposed Annual and one month average data are presented in Table 1-6 for each route servicing the area surrounding the Gold Line Foothill Extension from Pasadena to Azusa. The information is presented by type of day (weekday, Saturday or proposed stations of the Gold Line Foothill Extension. The table also contains the average monthly boardings divided by Sunday) and also contains an indicator of the productivity of each route (boardings divided by the number of hours the the average number of revenue vehicle hours. transit vehicle is in revenue service). TABLE 1-6 SUMMARY BY SERVICE TABLE 1-5 DAILY OPERATING SUMMARY Operational Summary Operational Summary Operational Summary Operational Summary (Average Weekday) (Average Saturday) (Average Sunday) Total Monthly Monthly RVH Average Weekday Revenue Revenue Revenue Operator Line No. Annualized RVH* Boardings (B) B/RVH Line Vehicle Vehicle Vehicle (average for FY09) Boardings Operator Boardings (B) B/RVH Boardings (B) B/RVH Boardings (B) B/RVH (average for FY09) No. Hours Hours Hours (RVH) (RVH) (RVH) 791 35,648 2,971 4,090 n/a n/a 791 4,200 112.8 36.2 n/a 65.09 n/a n/a 60.2 n/a 177 5,687 474 414 9,108 19.2 177 415 22.3 18.6 No Service No Service 1811 41,689 3,474 n/a n/a n/a 1811 n/a 119.9 n/a n/a 107.6 n/a n/a 94.9 n/a 2641 12,065 1,005 701 18,782 18.7 Metro 2641 685 34.0 20.6 480 30.6 15.6 360 30.9 11.7 266 33,675 2,806 4,477 123,118 43.9 Metro 266 4,475 99.8 44.9 3,375 79 42.7 2,780 71 39.2 268 22,226 1,852 2,125 55,446 29.9 268 2,125 69 30.8 1,240 42.1 29.5 930 42.1 22.1 270 20,203 1,684 2,456 57,944 34.4 270 2,455 68.5 35.9 980 52.6 18.6 No Service 4871 34,319 2,860 3,966 95,476 33.4 4871 3,965 109.3 36.3 1,160 58.7 19.8 895 58.7 15.2 185 31,691 2,504 1,817 46,131 18.4 185 1,940 86.8 22.3 1,185 86.8 13.7 1,045 88.5 11.8 187 87,496 7,132 5,749 141,325 19.8 187 6,055 239.7 25.3 3,120 239.7 13.0 2,935 244.4 12.0 272 8,935 762 391 9,635 12.6 272 415 24.5 16.9 225 24.5 9.2 210 25.0 8.4 280 32,978 2,767 3,240 8,327 29.8 280 3,405 90.4 37.7 2,040 90.4 22.6 1,930 92.1 21.0 Foothill 281 29,469 2,451 1,979 46,038 18.8 Transit 488 23,912 2,026 1,536 39,487 19.5 Foothill 281 2,055 80.7 25.5 785 80.7 9.7 635 82.3 7.7 Transit 488 1,575 65.5 24.0 855 65.5 13.1 1,010 66.8 15.1 492 34,490 3,009 3,013 79,166 26.3 492 1,995 94.5 21.1 1,865 94.5 19.7 2,180 96.3 22.6 494 3,314 194 155 3,136 16.2 494 135 9.1 14.6 No Service No Service 498 25,089 1,461 1,005 18,290 12.5 498 865 68.7 12.6 No Service No Service 690 9,014 580 49 6,351 11.0 690 275 24.7 11.1 No Service No Service Notes: *Annualized data for Metro was estimated for each line using daily data provided and considering 255 weekdays, 52 Notes: 1 Revenue vehicle hours calculated based on the proportion of hours of the selected route in the group route (79 = 78 & 79 & Saturdays and 58 Sundays. 378), (181 = 180 & 181), (264 = 264 & 267), (487 = 487 & 489) 1 Revenue vehicle hours and revenue vehicle miles proportional to the estimated hours and miles of the selected route in the group Sources: Metro, Foothill Transit, data processed by IBI Group route (79 = 78 & 79), (181 = 180 & 181), (264 = 264 &267), (487 = 487 & 498) Sources: Metro, Foothill Transit, data processed by IBI Group

Bus Operations Summary Foothill Extension Bus Interface Plan

12 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

and deficiencies. Transit service changes to address the needs identified in the Long Range Transportation Plan will be FUTURE CHANGES TO BUS SERVICES addressed in the review of transit services that will follow this effort. Future changes to local fixed route bus services are analyzed to assess the impacts of these changes on the Gold Line Extension ridership. FOOTHILL TRANSIT Foothill Transit does not have any current specific plans to implement major changes to the transit services provided. LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY Currently, the Los Angeles County Metropolitan Transportation Authority (Metro) does not have major changes planned for bus services. Metro is in the process of reviewing the scope and sustainability of all transit services in Los Angeles LOCAL AND PARATRANSIT BUS OPERATIONS County. Aspects of this analysis include State funding issues, the effects of Measure R, as well as the function of all transit Paratransit and local shuttles are among the transit services available to residents of some of the cities that are along by operators in the County. The expected outcomes of this review are recommendations to restructure, coordinate and the alignment of the Gold Line Extension from Pasadena to Azusa. These services can be county or city-operated, and may consolidate the existing system. Future service plans are to be studied in a subsequent phase. be accessible to the population as a whole or just to the elder and disabled. These services and respective characteristics and ridership are presented in Table 1-7. The agency also recently adopted its Long Range Transportation Plan, which identifies the region’s transportation needs

TABLE 1-7 LOCAL AND PARATRANSIT SERVICES IN THE CITIES SERVICED BY THE GOLD LINE FOOTHILL EXTENSION – PASADENA TO AZUSA

Service Times Average Daily Average Monthly City/Cities Service Eligibility Registration Reservation Cancellation Service Area Weekday Saturday Sunday Fares Ridership (FY09) Ridership (FY09) 24 hours in advance of trip. City of Monrovia and surrounding Monrovia Dial-a-Ride All residents within the Same day service is provided 7:00 am - 8:30 am - 8:30 am - $ 1.00 regular one-way, $ 0.75 Monrovia None N/A unincorporated areas + Arcadia Methodist 128 3,815 (Monrovia transit) service area subject to availability of 10:00 pm 6:00 pm 6:00 pm Senior discount one way Hospital and Arcadia and Social Security Office vehicle time and capacity Estimate: 28 (Altadena) 847 (Altadena) 173 (Unincorp Application Proof 24 hr – 5 days in advance; 4 hours prior to Pasadena, San Marino, Altadena, Kinneloa Mesa, 6 (Unincorp L. A. County) L. A. County) Seniors / Disabled / 7:00 am - 9:00 am - 7:00 am - $ 0.75 (effective July 1st 2009) Pasadena Pasadena Dial-a-Ride of age or Disability same day service subject to scheduled pick-up San Pasqual, East Pasadena, East San Gabriel, 113 (Pasadena) 3375 (Pasadena) Companies 9:00 pm 7:00 pm 7:00 pm Attendants ride free required availability time East San Gabriel Island, West Arcadia 1 (San Marino) 30 (escorts) 30 (San Marino) 311 (escorts) Total = 158* Total = 4737* Senior Citizens - $.025 Disabled Arcadia Transit Dial- persons - $0.25 All other riders All residents within the 7:00 am - 7:00 am - 7:00 am - Arcadia a-Ride (curb-to curb required no information All origins and destinations within City limits - $1.00 Monthly pass available 300 (estimate)** 9,096 service area 9:30 pm 7:00 pm 7:00 pm service) for seniors and persons with disabilities for $5.00 Service Azusa residents age 60+ Non-medical appointments are limited Must be done in available and their spouses / persons to Azusa City limits. Medical and Social Application timely manner. If on a limited Azusa Dial-a-Ride under 60 years of age with Service appointments service the following 8:00 am - $ 0.25 to $ 1.50 (depends on Azusa Proof of age and required not – considered No service basis for 135 3,200 (curb-to-curb service) disability with a current communities: Azusa, Baldwin Park, Covina, 4:00 pm the community visited) residency required “no-show”. No- pre-arranged Access Service, Inc. or Duarte, Glendora, Irwindale, Monrovia, San show policy. Azusa trips L.A.C.T.O.A.I.D. card Dimas. West Covina, Senior Center only stretch of Huntington Drive to Old Town (M-F) 11:00 am - Monrovia Old Town Trolley everyone in the area none none N/A and hotels on W Huntington Dr to Old Town's no service no service free 45 (estimate)** 1,000 6:00 pm Family Festival, movie theater and restaurants fixed routes inside the City’s boundaries, linking 7:00 am 8:00 am - Duarte Duarte Transit Service General public N/A N/A N/A no service Free to all passengers 737 (Dec/09) 17,466 (Dec/09) residential areas to business areas -7:00 pm 6:00 pm Note: *Average monthly data from July/08 to April/09 ** estimate – data received for a different time period and converted

Foothill Extension Bus Interface Plan Planned Changes to Bus Services

13 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

CITY OF PASADENA LOCAL SERVICE AND PARATRANSIT OPERATIONS hours, but also operates on Saturday from 8:00 AM to 6:00 PM. The Commuter Line is intended to provide transportation City of Pasadena operates a shared curb-to-curb transit service for registered senior citizens and persons with disabilities between residential areas and locations where the riders can board a Metro or a Foothill Transit bus line, and runs only on that cannot use fixed-route transit. The Pasadena Dial-A-Ride is provided for eligible residents of Pasadena, San Marino, weekdays from 5:30 AM to 7:00 PM. The average monthly ridership is around 20,000 passengers. Altadena and some unincorporated areas of the Los Angeles County The City owns and operates the system, and funding for the system is provided by Proposition A Transportation Fund and Service is provided Monday through Friday from 7:00 AM to 9:00 PM, from 9:00 AM to 7:00 PM on Saturdays and from 7:00 Proposition C Transportation Fund. AM to 7:00 PM on Sundays. CITY OF AZUSA LOCAL SERVICE AND PARATRANSIT OPERATIONS CITY OF ARCADIA LOCAL SERVICE AND PARATRANSIT OPERATIONS The City of Azusa currently provides local dial-a-ride vans, local shuttles and bus pass discounts to disabled and senior City of Arcadia currently operates a general public dial-a-ride service. The program has been operating for thirty-five citizens (over 60 years and spouses). The program has been operating since 1978 and its goal is to help these citizens to years,with the goal to make transit service available for senior citizens and people with disabilities. This curb-to-curb reach their destinations. The services are considered adequate and no improvements are currently planned. The City has service serves well the existing patrons, but since the service is limited to locations within the City boundaries, it does not plans to add or change the services provided with the opening of the Gold Line Foothill Extension. The service is operated provide service to the public that needs to go outside the City. The service is subsidized for senior citizens and persons by the City and funded by Proposition A and C. with disabilities, and eligibility is based on age (over 62 years) and proof of disability. The service provided is a local door-to-door service, and prioritizes residents going to medical appointments. The service The service is available Monday through Friday from 7:00 AM to 9:30 PM, and from 7:00 AM to 7:00 PM on Saturday and Sunday. is available Monday through Friday from 8:00 AM to 4:00 PM, with limited service on Sundays (only pre-arranged trips), The program operates on a first call, first service basis, and reservations in advance are needed in order for a trip to occur. and does not function on major holidays. The program operates on a first call, first service basis, and reservations in advance are needed in order for a trip to occur. The system transports from 2,800 to 3,600 passengers per month. The service is funded by transit formula allocation program through Metro, and uses a full service contractor to operate the services. The total ridership in Fiscal Year 2009 was close to 110,000 passengers, with an average revenue mileage of 20,000 miles per month. ACCESS SERVICES Los Angeles County is also served by Access, an American with Disabilities Act mandated public transportation service that provides transportation for people unable to use the fixed-route transportation system on their own. Access is a curb CITY OF MONROVIA LOCAL SERVICE AND PARATRANSIT OPERATIONS to curb shared-ride service provided for areas that are located within a ¾ mile distance of fixed-route bus and rail lines. The City of Monrovia operates a general public dial-a-ride service within the city limits and specific county areas located The service runs seven days a week, from 4:00 AM to 12:00 AM. Eligibility is determined through in-person evaluation, and south of the City limits. The service is called Monrovia Transit and has been operating since 1983. Monrovia Transit is considers the ability of the person, without help of anyone: get to and from the bus, to get on and off an accessible bus, provides curb-to-curb service for all Monrovia residents and visitors Monday through Friday from 7:00 AM to 10:00 PM and understand which bus to get on and where to get off. The eligible users of Access are granted use of fixed-route buses and from 8:30 AM to 7:00 PM on Saturday and Sunday. School-age youths are not allowed to use the service on weekdays and Metro Rail at no cost. between 8:00 AM and 4:00 PM during the school year. Recurring rides are available upon approval of Standing Order request. The one-way fare is based on distance traveled City of Monrovia also provides a free trolley service. The trolley service runs on a fixed route between Huntington Drive and maximum fare is $2.70 for areas served by the system within Los Angeles County. business corridor and Old Town section of the City on Myrtle Avenue. This service operates Monday through Friday, from 11:00 AM to 6:00 PM, with 15 minute intervals between trips. The average monthly usage is estimated to be 1,000 riders. Proposition A local return funds are used for the operation of the DAR and Trolley, and AB 2766 monies are use to fund the discount bus pass program. Both services offered by the City are provided by a contract operator.

CITY OF DUARTE LOCAL SERVICE AND PARATRANSIT OPERATIONS City of Duarte has operated a fixed route bus system since mid 1980s, linking residential areas of the City of Duarte to business areas, transporting local residents to and from local venues and other transit. The system is free, and the City also offers discounts (50%) for residents to purchase MTA and Foothill Transit bus passes. The system is composed of three routes: Green Route, Blue Route and the Commuter Line. The service hours for the Green Route are Monday through Friday from 7:00 AM to 7:00 PM, with buses every hour. The Blue Route has the same weekday

Local and Paratransit Services Foothill Extension Bus Interface Plan

14 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

DISCUSSIONS WITH BUS OPERATORS Monrovia Station To identify existing issues and assist in developing improvement plans, several meetings were held with the two primary • At the Monrovia station, there are challenges for getting pedestrians across Myrtle Avenue from the northbound bus operators that provide service to the vicinity of the proposed light rail stations. These meetings focused an identifying direction. Pedestrian access for Route 270 needs to be carefully considered. The location of the stop is an issue. A potential route refinements that would achieve the best interface for the transit users. crosswalk, more lights, and/or other protection are needed • Far side stops are generally preferable, but closeness to the train platform would be better in this case. It may not be possible to stop too close to the tracks LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY Discussions of possible modifications to bus routes and bus stops in order to make connections between transit services more convenient for transit users included these topics: Duarte Station • In Duarte, there are challenges in getting pedestrians across Duarte Road to City of Hope. No controlled crossing is • What bus routes make sense to connect to individual light rail stations provided. There is limited space on north side of roadway for a stop adjacent to the station. Most bus routes currently • Perspective on the ridership of the routes in the vicinity of the stations operate in a loop fashion eastbound on Duarte Road and returning to Huntington Drive to travel back west • Access challenges Metro faces today, and how this might impact the proposed stations • Route 264 will loop or terminate at this station. The proximity to the City of Hope medical center is a key element of • Intelligence and guidance on individual city thoughts relating to re-routing bus service this station • Current issues related to the bus service that might be pertinent to the study • Metro would prefer to turnaround and lay over at the station. A restroom would be needed • There are limited sidewalks in the area now. Pedestrian access to the platform will be a concern Highlights of the discussions are summarized below by station. • Foothill Transit routes are also expected to layover at this station Sierra Madre Villa Station The team also discussed with Metro Staff the conduction of a Rider Survey. Metro Staff agreed that it would be logical to survey riders on routes that would connect to the Gold Line, and suggested that some parallel routes could be surveyed • The Sierra Madre Villa station will need changes to its service as it will no longer be a terminal station also. Trying to get information on their propensity to use the Gold Line would be desirable. • There are routes in the area that currently do not serve the station, such as Route 264 A follow-up meeting will be requested with Metro staff in the beginning of 2011 to discuss the findings and to receive • There are some noise concerns regarding the existing operations Metro’s review and analysis of initial recommendations. The intention is to work cooperatively towards the identification of interface improvements at the Arcadia, Monrovia and Duarte stations. • There are bus layover and stop capacity constraints at Sierra Madre Villa station. In many cases buses need to layover in the same stall as their stop, which reduces the capacity of the facility to accommodate additional buses. Pasadena ARTS service takes up one of the layover spaces FOOTHILL TRANSIT The team asked to meet with Foothill Transit in order to work with the agency to identify the feasible improvements for bus amenities and accessibility at the light rail stations located within the service area for Foothill Transit service, and to Arcadia Station request data to utilize the analysis. Foothill Transit is the bus operator that has most lines within the area of influence of • At the Arcadia station, it would be beneficial to relocate the current terminus and layover stop for Route 79 from its the planned Gold Line stations. An exhibit of the area surrounding all the stations along the extension’s alignment was current location off of 2nd Avenue to a site adjacent to the planned Gold Line station. A bus turnout along Santa provided at the meeting. Discussions of connectivity and accessibility were conducted using the exhibit as a reference. Clara Street would be a good location for a stop and layover location. • Would be willing to consider realignment of route 487 from Santa Anita Avenue to First Avenue to connect to the The team initiated discussion of possible modifications to bus routes and bus stops in order to make connections Arcadia station. between transit services more convenient for transit users. Topics discussed included: • Route 79 has opportunity to serve as a good connection from the Arcadia station to Arcadia Mall and planned • What bus routes make sense to connect to individual light rail stations development at Santa Anita Park. Restrooms will be needed at the station for terminating routes • Perspective on the ridership of the routes in the vicinity of the stations • It would be good to provide an off-street transfer facility • Access challenges Foothill faces today, and how this might impact the proposed stations • The city’s shuttle system needs to be considered • Intelligence and guidance on individual city thoughts relating to re-routing bus service • Current issues related to the bus service that might be pertinent to the study

Foothill Extension Bus Interface Plan Discussions with Bus Operators

15 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

Foothill Transit staff had several suggestions related to bus routes, stops and pedestrian access at the stations along the BUS RIDER SURVEY alignment. These comments included: The bus rider survey instrument comprised questions that sought to elicit the following types of information: • At the Azusa Station, the layover of Route 185 is problematic at the north end • transit behavior of current bus riders, • In Duarte, there are pedestrian accessibility challenges on Duarte Road. There is need to provide a safe way for • frequency of current bus use, pedestrians to access City of Hope • transfer patterns, • Route 488 is a candidate for realignment and connection to the light rail service at Glendora Station • origin/destination information of current bus riders • Foothill Transit has worked with the City of Monrovia in the past to provide a connection to the Monrovia Station • intended use of the Gold Line extension by current bus riders, • Montclair Station is very close to the County boundary. Issues associated with the changes of jurisdiction need to be considered while proposing connectivity solutions to the station • potential boarding and destination stations among current bus riders • Route 492 may present a good opportunity to connect to the light rail service • intentions to use the bus system after completion of the Gold Line extension, • intended frequency of use of the Gold Line Extension among current bus riders, Another meeting will be requested with Foothill Transit later in 2011 to discuss the findings and to receive the Agency’s review and analysis of initial recommendations. The intention is to work cooperatively towards the identification of • interest among bus riders in using further extensions of the Gold Line to Montclair and then on to the Ontario Airport. interface improvements. Trained surveyors distributed survey forms to passengers on board designated buses on the following routes: • Metro RIDER SURVEYS • 79 A series of surveys were prepared and administered to sample passengers of existing transit services and San Gabriel Valley residents who live or travel in close proximity to the new light rail stations proposed as part of the Metro Gold Line • 264 Pasadena to Azusa Extension. Four surveys were conducted to reach different target markets within the study area: • 270 • Bus Rider Survey – Targeting riders on bus routes (Metro, Foothill Transit, and Duarte Transit) that intersect or operate in close proximity to the proposed Pasadena to Azusa Extension. • 487 • Gold Line Rider Survey – Targeting riders of the existing Gold Line light rail line between Pasadena and East Los • Foothill Transit Angeles. • 185 • 284 • Telephone Survey – Targeting residents of the San Gabriel Valley living in varying degrees of proximity to the planned Pasadena to Azusa Extension. • 187 • 488 • Bicyclist Survey – Targeting bicyclists (recreational and commuter) who live in the San Gabriel Valley in varying • 272 • 492 degrees of proximity to the planned Pasadena to Azusa Extension. • 280 • 494 The purpose of these surveys is to help in estimating which existing transit riders, residents, and cyclists would use the Pasadena to Azusa Extension as part of their commute (regular or not), as well as identify the service changes and/or • 281 • 498 attributes of the bus/rail interface that these passengers consider important. • Duarte Transit Results and observations from the four surveys are summarized in this chapter. More detailed technical memorandums • Blue are provided as an appendix to this report. • Green • Commuter Surveyors rode these bus routes within five miles of the Gold Line Extension route and to a point where catching the return bus was convenient, but never less than five miles from the Extension route. Surveyors collected completed survey forms before or when passengers alighted the bus. Survey respondents were also provided with a prepaid mail-back option in case they were unable to complete their survey on-board.

Rider Survey and Route Performance Analysis Foothill Extension Bus Interface Plan

16 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

The survey was administered on weekdays. In order to complete this project and to collect an adequate number of bus route on which the respondent was interviewed. For Metro buses, the originating cities are dominantly Monrovia, completed surveys, surveyors were in the field six days in November 2010 and another four days in January 2011. The Arcadia, and El Monte while the destination cities are largely Pasadena, Monrovia, and Los Angeles. With regard to January dates were necessary to ensure that the designated bus routes each had an adequate number of completed Foothill Transit buses, originating cities are for the most part Azusa, Covina, and West Covina. The dominant Foothill surveys. Transit destination cities also include West Covina, and Covina along with Glendora. TABLE 1-8 Primary Originating and Destination Cities of Bus Riders for their One-Way Trip by Bus Route A total of 1,044 completed surveys were collected as the sample of on-board bus riders. This represents a margin of error of approximately +/- 3% at the 95% level of confidence. Sample sizes by bus route are as follows: Bus Route Primary Originating Cities Primary Destination Cities Metro 79 Arcadia, Azusa Pasadena, Los Angeles Bus Route Sample Size 264 Pasadena, Monrovia Arcadia, Duarte, Pasadena, Monrovia Metro 79 51 270 El Monte, Monrovia El Monte, Monrovia Metro 264 57 487 Arcadia, El Monte, Monrovia Los Angeles, Monrovia, Pasadena Metro 270 90 Foothill Transit Metro 487 53 185 Azusa, Pomona, West Covina La Puente, Pasadena Foothill 185 51 187 Pasadena, Azusa, Duarte Pasadena, Monrovia, Los Angeles Foothill 187 215 272 Duarte, Pasadena, Baldwin Park Duarte, Pasadena, West Covina Foothill 272 47 280 Azusa, La Puente, Pasadena Azusa, West Covina Foothill 280 50 281 Azusa, Covina, West Covina West Covina, Los Angeles, Glendora Foothill 281 47 284 Covina, El Monte Glendora, Covina Foothill 284 47 487 Arcadia, El Monte, Monrovia Los Angeles, Monrovia, Pasadena Foothill 492 48 488 Covina, La Puente, Azusa Covina, Glendora, West Covina Foothill 494 57 492 Baldwin Park, Irwindale, Los Angeles, Montebello El Monte, Irwindale, San Dimas Foothill 488 99 494 El Monte, Irwindale, Azusa Los Angeles, El Monte, Arcadia, Azusa, Covina Foothill 498 47 498 Covina, Glendora Covina, Baldwin Park, Glendora Duarte Transit 85 Duarte Transit Total 1044 Blue, Green, Commuter Duarte, Monrovia Duarte, Pasadena, Azusa

Three essential information components were obtained from a review of the bus rider survey data: The survey results indicate that bus respondents are frequent users of transit. That is, over 8 in 10 bus respondents (84 • Travel Behavior of Current Bus Riders percent) currently use Metro and/or Foothill Transit or Duarte Transit buses at least 3 days per week (61 percent – 5 or more days per week and 23 percent – 3-4 days per week). Transit usage ranges from a low for bus passengers on Metro • Attitudes and Anticipated Transit Behavior among Current Bus Riders Who Intend to Use the Gold Line Extension route 79 (52 percent—at least 3 days per week) and Foothill route 284 (62 percent -- at least 3 days per week) to a high on • Interest among Bus Riders in Using Further Gold Line Extensions Foothill routes 272 (100 percent – at least 3 days per week) and 281 (95 percent). The most noteworthy finding is that a very substantial portion of bus riders on the subject routes, who, for the most part, are not now using the existing Gold Line, plan to use the Gold Line Foothill Extension from Pasadena to Azusa, especially Attitudes and Anticipated Travel Behavior riders currently using Foothill Transit Route 187, Metro Route 264, and Duarte Transit buses. Survey results indicate that 70 percent of bus passengers intend to use the Gold Line Extension once it is constructed. This is a substantial percentage of bus riders especially in light of the fact that only 6 percent of bus respondents use Travel Behavior the Gold Line currently at some point during their one-way trip. Bus riders on Foothill route 187 (88 percent) and Metro Cross-streets at origins and at destinations for the one-way trip made by bus respondents at time of interview are route 264 (85 percent) indicate the greatest interest in potentially using the Gold Line Extension, while bus respondents provided in the appendix. This information was provided, at least in part, by 775 respondents or 74 percent of the on Foothill route 284 (42 percent) and Metro route 79 (49 percent) express the least amount of interest in using the sample. Table 1-8 shows the primary originating and destination cities associated with the one-way trip according to the Extension.

Foothill Extension Bus Interface Plan

17 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

The three most frequently cited boarding stations by bus riders who intend to use the Gold Line are the new stations Survey Results at Azusa-Citrus College (23 percent), Monrovia (15 percent) and Duarte (14 percent). Bus passengers on the following Travel Behavior of Current Gold Line Riders Foothill Transit routes expect to use the Azusa-Citrus College station extensively to board the Gold Line: • Sierra Madre Villa is currently the most important boarding station during the AM Peak (before 9:00AM--35 percent) • Route 498 (69 percent of respondents) morning commute, and it is also very important as a departing station at midday (9:00AM-to-3:00PM--14 percent), PM • Route 488 (56 percent of respondents) Peak (3:00PM–to-7:00PM--15 percent), and at night (after 7:00PM--18 percent), when commuters return home. • Route 281 (50 percent of respondents) • Nearly three-fourths (73 percent) of Gold Line riders exit the Gold Line at the Los Angeles or east Los Angeles stations • Route 280 (48 percent of respondents) in the AM Peak. • Nearly three-fifths (56 percent) of current Gold Line riders board the Gold Line at the Los Angeles or east Los Angeles Bus passengers on Metro routes identified the Monrovia and Arcadia stations as their most likely boarding station. With stations at night and two-fifths board at these stations during the PM Peak. This is consistent with a typical pattern of regard to destinations, bus passengers expect to most likely use new stations at Azusa-Citrus, Monrovia, Duarte, and commutation where passengers who alighted in the AM peak are returning home after their work day. Arcadia. The Irwindale station was identified as the least likely station to be used among the new stations. • Well over one-half (55 percent) of respondents walk from their point of origin to their first bus or train that they Approximately 7 in 10 (72 percent) of bus respondents who intend to use the Gold Line Extension also plan to continue used for their current one-way trip. Walking is least common in the AM Peak period (45 percent). Over one-third (35 using the bus system along with the Gold Line on their typical transit trip. This percentage rises to a high of 87 percent percent) of Gold Line riders during the AM Peak gained access to transit by driving alone to the station and parking on Foothill Route 281 and 84 percent on Foothill Route 494. On the other hand, the percentage of riders who plan to there. continue using the bus falls to a low of 39 percent on Foothill Route 284. • Walking (34 percent), transferring from buses (21 percent) and rail transit (16 percent) and driving alone and parking (16 percent) are the primary transportation modes for accessing the Gold Line. Modes of egress from the Gold Line Interest in Using Further Extensions of the Gold Line are also led by walking (37 percent), transfers to rail transit (32 percent) and buses (14 percent). There is relatively strong interest in using secondary Gold Line extensions. Seventy-two percent of bus survey • Among those who identified their transit sequence, nearly three-fourths (73 percent) either made no transfers (36 respondents intend to use a secondary extension of the Gold Line ultimately planned to operate from Azusa to Montclair. percent) or made just one transfer (37 percent). Over three-fifths (61 percent) of bus passengers expressed interest in using the further extension of the Gold Line to the • Further, over three-fifths (63 percent) of respondents indicated that their use of the Gold Line was their first or only Ontario Airport. mode of their trip and 27 percent said that the Gold Line represented their second mode.

GOLD LINE RIDER SURVEY Attitudes and Anticipated Transit Behavior among Current Gold Line Riders Who Intend to Use the A key element of the survey effort was to gain an understanding about the extent to which current Gold Line riders plan Gold Line Extension to make use of the Gold Line Pasadena to Azusa Extension. It is equally important to understand how current rail riders • Over four-fifths (82 percent) of all respondents indicated they would use the Gold Line Foothill Extension. may adjust their travel behavior when the Gold Line Foothill Extension from Pasadena to Azusa is operational. The results • Once the Gold Line is extended only 10 percent of respondents plan to board their first train of the day at Sierra of an on-board survey of current Gold Line riders are summarized here. This survey was designed to identify the transit Madre Villa (12 percent in the AM peak). What is particularly noteworthy is the fall off of Sierra Madre Villa boardings behavior of existing riders, as well as their attitudes, opinions, and intended use of the Gold Line after the Pasadena to from the AM Peak of 35 percent at present to 12 percent after construction of the Gold Line Foothill Extension. The Azusa Extension is constructed. difference is made up in large part by use of new stations—especially Azusa-Citrus College (9 percent), Monrovia (9 percent) and Arcadia (8 percent). Method of Research • Almost one-sixth (13 percent) of those respondents who intend to use the Gold Line Foothill Extension plan to depart Trained surveyors distributed survey forms to passengers on board rail cars of the Gold Line at all rail stops between Sierra their first trip on the Gold Line at Arcadia followed closely by the Azusa-Citrus station (11 percent), Downtown Azusa Madre Villa and Downtown Los Angeles Union Station and then collected completed survey forms before passengers (9 percent) and Monrovia (8 percent). The new stations are clearly thought by existing riders to be important points alighted the rail car. A prepaid mail-back option was provided for those respondents unable to complete the survey while of departure and destination. on-board. The survey took place on weekdays. In order to complete this project and to collect an adequate number of • Irwindale is the newly planned station on the Gold Line Foothill Extension that is least intended as a boarding or a completed surveys, surveyors were in the field four days. They started their day as early as 5:00 AM and ended it as late as destination station by those who intend to use the extension. past midnight. A total of 1,104 completed surveys were collected as the sample of current Gold Line riders. • Nearly three-fifths (58 percent) anticipate using the Gold Line Foothill Extension five or more days per week (40 percent) or three to four days per week (18 percent) and seven of ten respondents plan to use the Gold Line Extension on weekends.

Foothill Extension Bus Interface Plan

18 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

Interest in Using Further Extensions of the Gold Line south to West Covina/Pomona/Walnut. • Nearly four-fifths (79 percent) of respondents expressed interest in using the Azusa to Montclair extension of the Gold Line. Current Use of Public Transit • Over seven in ten (71 percent) respondents are interested in using a further extension of the Gold Line to the Ontario • Transit usage among survey respondents is quite high. It is noteworthy that those who use either the bus or the rail Airport. range from nearly one-fifth (19 percent) in the primary driving area to nearly one-half (48 percent) among western San Gabriel Valley respondents. The median percentage of those who use either the bus or rail, among the five TELEPHONE SURVEY geographic areas, is 26 percent. • Besides surveying existing transit riders, it is important to determine if residents near the proposed Pasadena to Azusa • The existing Gold Line between Pasadena and East Los Angeles (32 percent) is clearly the dominant choice of rail Extension and throughout the San Gabriel Valley would consider using the light rail service for their transportation users in the western San Gabriel Valley followed by the use of Metrolink (11 percent). needs. To this end, a telephone survey was conducted among residents of the San Gabriel Valley who could • The existing Gold Line is used least among rail riders who reside in the central San Gabriel Valley (2 percent) and in the reasonably make use of the Gold Line Foothill Extension. eastern San Gabriel Valley (1 percent). • This summary of survey results is divided into eight essential information components as follows: • In the area within one-half mile of the proposed new Pasadena to Azusa Extension stations, in the primary driving • Demographic Statistics/Respondent Characteristics area, and in western San Gabriel Valley, about 60 percent of respondents are favorably inclined to use the Gold Line Foothill Extension. In the central San Gabriel Valley and in the eastern San Gabriel Valley, outside of the primary • Current Use of Public Transit driving area, respondents are less favorably inclined to use the Gold Line Foothill Extension. • Current Gold Line Riders Who Plan to Use the Gold Line Extension • New Riders of the Gold Line (after proposed construction of the Gold Line Extension) Current Gold Line Riders Who Plan to Use the Gold Line Extension • Reasons for Not Using the Gold Line Extension and Features that Could Cause Respondents to Use it • There is strong interest among current Gold Line riders to use the proposed Gold Line Pasadena to Azusa Extension. • Long Term Plans to Extend the Gold Line • Among current Gold Line riders, who live within one-half mile of the newly proposed Gold Line stations, 94 percent • Opinions Regarding the Use of Measure R Funds for Various Transportation Purposes intend to board at one of the new stations. Their primary proposed boarding stations are Azusa-Citrus College (47 percent) and Arcadia (27 percent). • Satisfaction with Transit Characteristics and Transit Systems in the San Gabriel Valley • Within the primary driving area, 90 percent of current Gold Line riders plan to board at a new station – primarily • In order to obtain a sample that represents a broad cross section of the population in the San Gabriel Valley who are Arcadia (45 percent) and Monrovia (33 percent). likely to consider using the Gold Line Extension, the survey population base was stratified into five distinct areas and a specific sample size was ensured in each area. These areas or tiers and their respective sample sizes are as follows: • Among current riders who live within the primary driving area and among current riders who reside in the western San Gabriel Valley, three-fifths plan to exit at one of the new Gold Line stations. For those in the primary driving area, • Tier 1: Residents who live within a radius of one-half mile of the newly proposed Gold Line stations on the Pasadena the new exit stations are Downtown Azusa and Monrovia (each 20 percent). to Azusa Extension • For respondents who live within one-half mile of the newly proposed stations, just over two-fifths (44 percent) of • Tier 2: Residents within a Primary Driving Area that could access one of the six proposed stations via car. current Gold Line riders intend to alight at a new station. The specific stations are: Azusa-Citrus College, Arcadia, • The northern boundary of this area is the San Gabriel Mountains. The area runs one-half of the distance from the Monrovia, Irwindale, and Duarte. proposed alignment of Gold Line Foothill Extension to I-10 on the south but in no event to the south of the alignment • Current Gold Line riders, who plan to use the Gold Line Extension, will do so for a purpose that is different from their for the Metrolink San Bernardino Line. The western boundary is Sierra Madre Villa and the eastern boundary is current purpose – largely the social-recreation trip. The dominance of the social/recreation trip is consistent with the Glendora/Covina. respondents’ stated intention of increasing the use of the Gold Line on weekends. • Tier 3: Residents in western San Gabriel Valley • This area is outside the primary driving area and west of Sierra Madre to the Los Angeles City limits and south to SR New Riders of the Gold Line (after proposed construction of the Gold Line Extension) 60. • For those who intend to be new Gold Line riders, once the Gold Line Foothill Extension is in place, these new riders • Tier 4: Residents in central San Gabriel Valley intend to board dominantly at Azusa -- residents within one-half mile of the proposed stations (65 percent), those • This area is outside the primary driving area from Sierra Madre to Azusa and south to La Puente and South El Monte. who live in the primary driving area (41 percent), and those who live in the eastern San Gabriel Valley (28 percent). • Tier 5: Residents in eastern San Gabriel Valley • In the primary driving area and in the eastern San Gabriel Valley, nearly three-fifths (58 percent and 56 percent respectively) of new riders plan to drive themselves to their specific boarding station. • This area is outside the primary driving area from Azusa to the Los Angeles County/San Bernardino County line –

Foothill Extension Bus Interface Plan

19 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

• Respondents who live within one-half mile of the new stations and those who reside in the western San Gabriel Valley • There is substantial support for other ballot initiatives similar to Measure R that are designed to raise funds to build or largely intend to walk to the boarding stations (38 percent and 24 percent respectively). improve transit systems throughout Los Angeles County – ranging from 63 percent in the central San Gabriel Valley to • In the western San Gabriel Valley and in central San Gabriel Valley, the bus would be the dominant mode used to get 69 percent in the eastern San Gabriel Valley. to boarding stations. • Respondents, who do not support other Measure R type ballot initiatives or are uncertain about their support, do • Once the Gold Line is extended, new riders intend to use the Gold Line largely for social/recreational activities, show some level of additional support for ballot initiatives that would assure that the San Gabriel Valley transit especially among respondents in the primary driving area (52 percent) and those in western San Gabriel Valley (50 systems would receive their fair share of the funds. This additional support ranges from 11 percent in the western San percent). Gabriel Valley to 16 percent in the primary driving area. • The shopping trip will become important for those new riders who reside within one mile of the new stations. Satisfaction with Transit Characteristics and Transit Systems in the San Gabriel Valley • Respondents are most satisfied with transit characteristics involving the rail and least satisfied with those pertaining Reasons for not using the Gold Line Extension and Features that Could Cause Respondents to Use it to the bus. • For respondents who reside in closest proximity to the proposed new stations, safety at the rail stations is the most important feature in potentially causing them to use the Gold Line Foothill Extension. Respondents would also be • For the times that trains operate, the means range from 1.96 (scale 1-5, where 1 is very satisfactory) in the western San influenced to use the extension by the availability of free parking at the stations. Gabriel Valley to 2.37 in the eastern San Gabriel Valley. Similarly favorable means are recorded for Gold Line fares with means ranging from 1.99 in the area within one-half mile of the new stations to 2.46 in the eastern San Gabriel Valley. • In four of the five areas (excluding primary driving area), respondents would also be heavily influenced to use the extension by a comfortable train ride • Respondents are least satisfied with the availability of express buses (2.57) and the times that buses operate (2.55). With regard to express buses, means range from 2.45 in the primary driving area and in western San Gabriel Valley to • In the western San Gabriel Valley and in the eastern San Gabriel Valley, respondents would be particularly motivated 2.70 in the area within one-half mile of the new stations. For the times that buses operate, means range from 2.39 in to use the extension if the new rail trip is faster than their current trip. the central San Gabriel Valley to 2.71 in the western San Gabriel Valley. • In each of the 5 geographic areas, making bicycle lockers available is the least important feature that would influence • The most important characteristic that would motivate non-users of transit to try rail or bus is the availability of more respondents to use the extension. routes and stops. This characteristic is most prevalent in eastern San Gabriel Valley (38 percent) followed by western San Gabriel Valley (30 percent). Long Term Plans to Extend the Gold Line • There is considerable interest in using the proposed Gold Line Extension Azusa to Montclair project to all planned BICYCLIST SURVEY stations including Glendora, San Dimas, La Verne, Pomona, and Claremont. A survey of bicyclists was conducted that sought to elicit the following types of information: • Interest is strongest in the area within one-half mile of the newly proposed stations and in the primary driving area. • Potential use of the Gold Line Foothill Extension from Pasadena to Azusa in association with bicycle travel (regarding • Respondents exhibit a similar pattern of interest with regard to potential use of a Gold Line extension to access the both near term and long range extensions of the Gold Line), Ontario Airport (within one-half mile – 82 percent) and primary driving area – 78 percent.) • Characteristics of respondent bicycle users, • Desired station features of bicycle users, and Opinions Regarding the Use of Measure R Funds for Various Transportation Purposes • For various transportation programs or facilities covered by Measure R, respondents indicated whether they believe • Surface street routes. Measure R funds are put to good use for such purposes. Respondents affirmed these uses of Measure R funds ranging Two primary sources of bicycle riders were identified: bicycle clubs and bicycle shops in the San Gabriel Valley area. It from approximately 60 percent to 75 percent over the various programs and facilities. was determined that contacting bicycle users through these sources was the most efficient way to access this population. • Those, who believe that Measure R funds are being put to good use, were further asked to rate the quality of provision Several bicycle clubs agreed to distribute the survey form to their members. From this source, 92 surveys were obtained. of the program. Respondents (all geographic areas included) are most satisfied with the provision of carpool lanes. Several bicycle shops agreed to place surveys on their counter so that customers could easily complete the survey while With regard to carpool lanes, satisfaction was highest in the primary driving area and in the central San Gabriel Valley. they were in the shop. From this source, 33 surveys were obtained. Thus, a total of 125 completed surveys of bicycle users were obtained. • Beyond carpool lanes, respondents are also satisfied with discounted transit fares. High ratings are recorded for discounted transit fares in three areas – within one-half mile of the proposed new station, in the primary driving area, The results of the bicyclist survey are summarized below. and in the central San Gabriel Valley. • Respondents are least satisfied with street resurfacing and pothole repairs, especially within one-half mile of the new stations.

Foothill Extension Bus Interface Plan

20 CHAPTER 1 | REVIEW OF EXISTING BUS SERVICES

Bicycle Riders Use of the Gold Line Origin and Destination Preferences on the Proposed Gold Line Extension • Respondent bicyclists demonstrate that a large proportion of them use the Gold Line in conjunction with their bicycle • When the Gold Line Foothill Extension becomes available, nearly half of the respondents (49 percent) would board travel and intend to continue using it when the Gold Line Foothill Extension becomes available. the train at their home-based trip origin at one of the newly proposed extension stations. The largest proportion of respondents would board at Arcadia (12 percent) and Azusa-Citrus College (11 percent) while the smallest proportion • 60 percent of the respondents currently use the Gold Line in coordination with their bicycle and 77 percent would board at Irwindale (3 percent) and Duarte (5 percent). The remaining 51 percent would board at an existing expect to use the extension with their bicycle. station. • More than one-half (52 percent) of the respondents use the Gold Line currently in association with their • Respondents intend to make more use of the new stations on the Gold Line Foothill Extension at the destination end bicycles and also intend to coordinate bicycle use with the extension. of their trip than they intend at the origin. For example, over three-quarters (77 percent) of respondents plan to use the newly proposed stations at destination, while the remaining 23 percent plan to exit at one of the existing Gold • One-fourth of respondents do not currently use the Gold Line in conjunction with their bicycle but do plan to Line stations. The largest proportion of respondents plan to exit at Duarte (21 percent) and Arcadia (17 percent). The use the extension in coordination with their bicycle. smallest proportion of respondents would exit at Irwindale (4 percent). • The primary reason offered by respondents for not intending to use the extension with their bicycle is that they do not travel to the areas that will be served by the extension Longer Range Plans for the Gold Line • Respondents plan to use the extension in coordination with their bicycle dominantly for non-commuting trips. Only • There is support for coordinating bicycle use with further extensions of the Gold Line beyond Azusa. Nearly four-fifths 15 percent of these potential trips would be used for commuting to and from work. (78 percent) of respondents have an interest in coordinating bicycle use with an extension of the Gold Line to such • Respondents plan to use the extension in conjunction with their bicycle somewhat infrequently. More than two- places as Glendora, San Dimas, La Verne, Claremont, Pomona, and Montclair. fifths (43 percent) plan to use the extension with their bicycle less than once per week and another 30 percent plan • Nearly three-fifths (59 percent) of the respondents would be interested in using their bicycle in coordination with the such trips 1-2 days per week. Gold Line if it were extended even farther to the Ontario Airport.

Issues Associated with Coordinating Bicycle Travel with Use of the Gold Line Extension • Nearly one-half (48 percent) of respondents always plan to take their bicycle on the train when they use the Gold Line Foothill Extension. Another 45 percent sometimes plan to take their bicycle on the train but other times they plan to park and lock their bicycle at the station. • Safety and security of the respondents’ bicycle is of paramount importance in the decision to take a bicycle on the train and/or leave it at the station. • Well over three-fifths of respondents (63 percent) would not be willing to leave their own bicycle locked at their home station and rent a bicycle at their destination station (assuming rentals would be available) to complete their trip. • A substantial proportion of respondents (79 percent) are influenced by the quality of bicycle storage facilities at the stations when they make a decision whether or not to take their bicycles with them during rail travel. Over two-fifths (41 percent) of the respondents prefer individual locker rentals and another 34 percent prefer secure storage rentals. • The availability of better and easier bicycle storage on the trains is the single most important feature (28 percent of all mentioned features) that would motivate respondents to use the extension in conjunction with their bicycle more frequently than they already do. • The second most cited feature that would motivate more use of the bicycle in association with the proposed extension is better bicycle storage at the stations (16 percent of all mentioned features).

Foothill Extension Bus Interface Plan